Lighting and signaling system for vehicles.



W. G'. MILLIGAN. y SIGHTING AND SIGNALING. SYSTEM FOR VEHFQLES.

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' Patented Mar. 6, 1917.

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APPLICATION FILED DEC.8,`I9II.

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APPLICATION 'FILED DEC.B. I9I| unrrED sTATEs PATENT onirica.v

WILLIAMS GRANT MILLGAN, or BARTLESVILLE, OKLAHOMA.

LIGHTING AND SIGNALING SYSTEM FOR VEHICLES..

- Specification of Letters Patent.

Application led December 8, 1911. 'Serial No. 664,682. I

To all .whom t may concern.'

Be it known that LWILLIAMS GRANT MIL- LIGAN, a citizen of the United States, residing at Bartlesville, in the county of Washington, State of Oklahoma, have inventedcertain new and useful Improvements in Lighting and Signaling `Systems for Vehicles, of which thefollowingis a specification, reference being had therein to the acconpanying drawing.

y invention relates to motor vehicles, and has for its object the provision of certain improved control and signal means which may be stated as follows: y

(l) .A rear signal device which will give not only the proper number or numbers of the vehicle, and the usual danger signal, but also variable signals, indicating the movement and speed of the vehicle, these to be controlled either automatically by the governor, or in the steering, or manually from the driving position. (2) A combination steering column and manual light and signal control, With automatic direction signal control. (3) Combination rear and front light and signal control by the'same automatic governor.

My invention is illustrated in the acoomj panying drawingsin Which- Figure 1 is a plan View of an automobile equipped with my signaling system.

Fig. 2 is a side elevation of the same with parts removed. f

Fig. 3 is a top plan View of the tail lamp.

4 is a face View of the' same.

Fig. 5 is a rear View of the lamp with part of the casing removed.

Fig. 6 is a vertical longitudinal section taken on the line .9c-:v of Fig.V 5.

Fig. 7 is aside view of a form of signaling head lamp, with a part of the casing removed. K

Fig. 8 is a front view of the same partly in section.

Fig. 9 is a fragmentary detail of the lockingdevice for the revolving'reflector. Y

Fig. 10 is a plan view of the governor with part of the upper cover or casing removed.

Fig. 11 is a fragmentary view of the automatic control for the right and left signal and. also part of 'the manual control of the speed indicating devices.

Fig. 12 1s a side elevation of a brake pedal equipped with the foot controlling devices for, indicating a change 1n the speed, for

.nor 3 connected-1 with such movin same, partly in section.

Referring ato Figs. 1 and 2, I have shown therein the" various parts f-" connected in theirlproper working relation to each other and positioned on an automobile indicated in outline and in dotted lines. It consists in general of the signaling head lamps 1 and 1 in which means are provided for modifying the lightlthereof; a'tail lamp 2 provided with luminous signals for indieating the course and variationsin speed of the vehicle, and also carrying rear signal lights and illuminated transparencies for one yor more license numbers or the like; and an automatic control in the form of a goverpart of the vehicle as to have a lsubstantiallyA constant ratio of sp'eed'with that of the vehicle, which operates to` actuate the modifying means of the head lights and the various luminous speed indicating signals of `the tail lamp. The governor 3 is designed so as to `operate the rod 309 to and fro upon changes in speed of the vehicle in such manner that when a predetermined speed is reached, the rod 309 is suddenly moved toward the rear pulling on the rod 340 and operating the exhilarator throttle and the Patented Mar. e, 1917.

operating the modifying means of the lamps l1 and 1 through the intermediation of the. crank arm 341, countershaft'342, arm 344, 'operating cord 111, and connecting link shaft 95. The governor also has control of the rod 600 which is also moved to and fro in constant varying ratio with the speed of'` the vehicle and operates tocontrol certain signals inthe tail lamp 2 to indicate a prey l reating device such as 348 by means of any suita e transmission device Such as the shafts 320, 349, andthe usual bevel gears.

Figs. 7 8 and 9 show the preferred form of my signaling head lamp in which the light is modified by interchangeable reflectors in conjunction with a high-low burner. The interchangeable reflectors consist of a plane mirror 103 and a refracting parabolic reflector 104 mounted at opposite sides of a revoluble frame 102, and the whole-revolvingl on stub shafts 105 and 106 mounted on bearings 107 and 108 respectively. The plane mirror is preferably etched or frosted although it may be otherwise modified by coloring or by having parts blackened. For re- Ivolving the refiector frame 102 I provide a drum or pulley 109 integral with the stub shaft 105 to which are connected operating cords 110 and 1111 which lead to the automatic controlling mechanism before inentioned and hereinafter described in detail. The cords 110 and 111 are attached to the drum 109 and overlap in such manner as to revolve the drum, and along with it the frame through 1800, with equal and constant leverage. A positive stop v7 6 is mounted on the casing 100 in such position as to be engaged on either side by the lugs 78 and 79 on the frame 102. In order to damp the momentum of said reflector frame, I provide in addition to the positive stop, studs 115 and 116 mounted on said fra-Ine and adapted to engage successively the' spring lock 117 at eachy half revolution of the reflector frame. The bearing 108 is provided with a recess 112 in which is nested a compression spring 113 bearing against a collar 114 on the stub shaft 106 with sufficient pressure to hold the frame 102 snugly in its bearings without undue friction. For maintaining the burner 101 within proper distance of the reflectors 103 and 104 without interfering with the movement thereof, I mount the burner slidably in the lamp and provide automatic shifting means therefor controlled by the movement of said reflectors. This shifting means consists of a sliding bar 151 mounted in bearings 152 and 153 and oscillated by means of a cam 155 rigidly connected to the stub shaft 106 acting on the inner surfaces of the frame 154. Depending from the arm 151 and at right angles thereto is a curved arm 150 which takes hold of a pin 149 mounted at the base of the burner 101. The burner 101 passes through a rec- -tangular guide plate 144 bearing against the sides of a slot 143 in the casing of the lamp, said `slot being covered on the inside by the shield 145 andon the outside by a similar shield 146 and the whole held in operative relation by means of a bow spring 147 and lock nut 148. The shank of the burner 101 is provided with one or more fiat surfaces and the perforations in plates 144, l145 and 146,

formed accordingly so that the burner will not turn in its mounting. The burner 101 is of a high-low type, whose illuminating power is controlled or modified by a valve 140 to which is connected an arm 156, adapted to be swung from one eXtreme position to the other at each movement of the burner by means of the link 157 pivotally connected at one end to the arm 156 and at the other to a bearing 158.

The operation of this lamp is as follows: Assuming that the parts are in their normal position as shown, z'. e., with the plane mirror or reflector 103 presented to the burner and the burner in its eXtreme distant position therefrom, with the a-rm 156 held in the position shown, (which is the low power position), the lamp is at its minimum illuminating power and remains so until the govcrnor actuates to pull the cord 111, whereupon the reflector' frame 102 is caused to revolve through 180o and present the parabolic reflector to the burner. IVhen the frame 102 turns, the cam 155 also rotates through 180O and moves the automatic burner shifting parts into the position shown in dotted lines, the arm 150 sliding the burner into the focus of the parabolic reflector 104. As the burner slides into the position shown in dotted lines, the valve 140 is rotated by means of arm 156 and link 157 to its high power position, thus increasing the quantity of light. This brings the lamp to its ifull illuminating power which condition is maintained until the gov- 100 ernor releases the cord 111.

Fig. 10 shows the governor mechanism forming part of my system and is here shown with the cover removed and connected with the transmission gearing of an auto- 105 mobile. The governor casing 53 may be connectedwith the transmission casing 50 in any suitable manner and according to the particular type of automobile to be equipped. However, I have shown it here as being bolt- 110 ed onto the transmission case and an opening 52 made therein suliicient to allow the idler 323 to enter and mesh with a shifting gear 324 of the transmission. The gyroscope wheel 300 ofthe governor is mounted to 115 turn onl a shaft 75 bearing ina collar 301 which is rigidly connected lto the shaft 320 by a set screw 321. A sliding sleeve 302 is feathered on the shaft 320 and oscillated by the governor wheel through a link 303. A

The motion of the sleeve 302 is transmitted to a yoke 307 provided withdownwardly extending forks 54, 55, which straddle said sleeve. Thrust bearings are provided consisting of the ball bearingI rings 125 306 bearing between the washers 305 and the collar 304 and nut 303. The collar 304vis integral with the sleeve 302 while the nut 303 is adjustable on the threaded portion 328 of the sleeve 302 and held in adjustment 130 by means 0f a lock nut 63. The governor is calibrated by means ofa spring 326 which bears at one end againstan adjusting nut 327; and at the other againsta flanged sleeve 324 feathered on the shaft 320 and limited in its outward movement by a stop pin 334. The end of the arm 308 of the yoke 307 is enlarged and perforated so as to slide loosely on the rod 309 and alternately compress the springs 312 and 313. The springs 312 and 313 also bear against collars 310 and 311, respectively, said collars being rigidly held on the rod 309 by'set screws or other suitable means. 314 and 319 are releasing levers having detents 346 and 347 which engage the upper portion of the collars 311 and 310 respectively. The releasing le'vers are held inwardly towardthe collars under tension of leaf springs 316 and limited in their inward motion by any suitable stop such as the toe 317 and stud' 56 arranged near the pivot pin 315. The levers 314, 319 are bent at their free ends to form cam surfaces which enable them to be tripped by a roller 318 on the arm 308. .The levers are adjustable in length by means of the slot and screw adjustment 57. Motion is transmitted to the 1 governor shaft 320 through gears 322, 323 and 324. The gear 324 is one of the shifting gears of the transmission Vwhich revolve at a constant ratio with the rear axle, thus causing the governor alsoto revolve in constant ratio with the rear axle. The gear 323 is an idler and made long so as to be always in mesh with the shifting gear 324.

"Ihe arm 335 of the yoke 307 is rigidly connected to the end of the rod 600 which slides in bearings 337 and 338 and projects through the casing for purposes to be hereinafter described. 1

Normally the parts of the governor mechanism are in the position shown and as the automobile increases its speed from zei-o t0 maximum, the gyroscope wheel 300v gradually assumes a csition at right angles to the shaft 320, t e various intermediate positions representing different speeds. This movement of the wheel 300 causes the yoke 307 to travel in the direction of the arrow compressing the springs 326 and 313 until the roller 318 strikes the lever 314 whereupon the detent 346 is thrown out of engagement with the collar 311 which allows the rod 309 to be suddenly pushed in the direction of the arrow under tension of the springl 313, the Wall of the casing serving as a sto-pfor the collar 311 and thereby limiting the movement of the rod. This movement of the rod 309 carries the collar 310 just beyond the detent 347 Where it occupies a position in relationl to the detent similar to that which the .collar 311 normally as sumes in relation to the detent v346. Upon a decrease .of speed, the spring 326 operates to restore the governor Wheel to the position shown and the yoke l'307 is carried back compressing 4the spring 312 against the col- Ila1f310v'l1itzh is held by the detent 347 until the rollery 318 strikes the lever 319 Whereupon the detent is thrown out of engagement with collar 310 and the rod caused to suddenly move back into the position shown. It is obvious that by suitable adjustment of the@ release levers 316, 319, collars 311, 312 and spring 326, tlie'rod maybe thrown at any predetermined `maximum and mini- A spring 612 is attached at one end to the bearing 613 and at the other to a pin extending radially from the rod 608, which 6111 into one of the holding slots. Motion is transmitted from the rod 608vto the rod 600 (Fig. 1) by way of the pin 607 (Fig. 11) crank arm 606, counteishaft 605. crank arni' 604, rod 6 01, and the pin 603 (Figs. 1I and 16). The pin 603 passes through an elongated eye in the rod 601 in order thatl there will be lost motion betweenthe two. This lost motion is adjusted so that when the rod 608 is in the position shown in Fig. 11 with the bolt 611 resting` in the middle notch, the movement of rod 600 will not be afected. However, when the rod 608 is moved down until the bolt 611 engages the lower notch, the rod 601 is pulled suficiently to take up the lost motion and lioldthe rod '600and yoke 307 in the position shown in Fig. 10, which holds the governor at zero position regardless of the speed of the automobile.` Similarly, when the rod 608 is raised pntil the bolt 611y enga es the upper notch," the rod 600 is push over into the other extreme position which holds the governor at the position of maximum speed regardless of the actual speed of the automobile. It is thus seen that the operator yin emergencies is not embarrassed by a purely automatic lighting system beyond intelligent control, and when itis required to prevent the opera- `toi1l from changing the speed indication at will by such manual control except upon emergency, the rod 608 may be held in normal position by a breakable seal.

90 tends to turn the rod vso as to slide the bolt to obscure either of said transparencies and held in position by pins 204 which take into perforations in said cover. The window 201 is made to swing on stub shafts 61 which project inwardly from the sides of the casing and bear in the perforated lugs 62 integral with the window frame. Similar perforated lugs are provided at the lower corners of the window frame which serve as sockets forthe transom bolts. Damping springs 67 are -mounted,0n the inner sides of the casing at either end of the Window so as to bear against both the hinge lugs 61 and sockets 65.

The lower window 202 is similarly hinged and bolted except that it is hinged at the lower corners and bolted, at the upper. This window is also provided with damping springs not shown.

210 and 205 are colored transparencies which serve as the usual rear signals. The \\'indo\vs-208, 207, 209 and 206 display traffic signals Right, Left, Slow and/Halt, respectively. Such signals may be indicated in various ways asby a color code or system of conventional marks more readily distinguishable than letters, but I prefer to indicate them by bold initial letters R, L, S and H. The windows 206, 207 208 and 209 are provided with shutters 86, 87, 88 and 89 respectively; These shutters are swung on a common shaft 211 supported in bearings 212, and are operated by means of arms 214. rIKhe shutters are held closed by springs 215 attached at one end to the flange 85 and at the other to the arms 214. The shutter 86 (see Fig. 6) is controlled by the rod 264 so that when said rod is pulled the motion is transmitted by way of bell-crank lever ,263 and rod y260 to arm 214 which causes the shutter 86 to swing outward on the shaft 211 and reveal the transparency bearing the letter .H. The shutters 87 88 and89`are similarly operated by the rods 274, 284 and 294 respectively excepting that for operating shutters 88 and 89 the' motion is off-set or stepped over into a different plane by crank rods 281 and 291 respectively.l Any well knownsystem of illumination may be used for the lamp such as gas or electricity. I prefer, however, to use aeombined illuminating system of gas and electricity controlled in the manner shown and which I believe to be original. It consists of the combination ofelectrie lights 40-41 and a high-low acetylene burner 101 (see Figs. 5 and 6), operated automatically to increasel the illumination of the lamp upon the displaying of any one or several of the traffic signals.

Ventilation sfprovided foi` the burner 101 r throughA the opening fprovided for the/operating rods at the base of the lamp, and the outlet hole 68 in the outer side near the( top, 'said outlet hole being soplaced in'order that the heat issuing therefrom will not injure the body of the vehicle. A dam in the form of a depending flange 85 is provided intermediate the outlet-, hole 68 and the front of the lamp so 'as to divert the heated gases away from Ythe ,windows Electricity is supplied to lights 40 and 41 from any suitable source by the cable 42, the light 41 being connected directly with the cable terminals so as kto glow steadily, while the light 40 is connected in series with the contact members 43 which are adapted to be electrically connected by a bridging member 44 carried by and insulated from the arm 45 of the crank rod 46. The burner 101 is supplied through a pipe 47 said supply being controlled by a valve 48. .The Valve arm 156 of the burner 101 and the arm 45 are made to move in unison by means of the crank rod 46 and link 49 so that when the several parts are in the position shown the burner will be turned to low candle power and the light 40 extinguished. The arm 45 is connected through a link or rod 11 to the horizontal bar 10 arranged transversely of the bell-cranks 263, 273, ete., immediately beneath the upper members of the same and normally held in the position shown under tension of the coiled ends 12 which bear against the easing of the lamp. When any ofthe rods 264, 274, etc., are pulled to operate the shutters, the upper arm of the bellcrank to which that rod is connected engages the bar 10 and pulls it downward against the tension of coils 12. This downward movement of the bar 10 pulls on the rod 11 which operates Athe arms 45 and 156 so as to complete the circuit of the lamp 40 and switch on the large Haine of the burner 101.

Coil springs are inserted on the rods 264,`

274, etc., to take Vup any extra motion and to prevent strain.

In order to prevent the Right and Left signals froml being actuated at the same time I provide a locking-means in the form of a bolt 70 sliding in the bearing 71 and adapted to beactuated by the cams 75 and 76 on the bell-cranks 273 and 283, respectively. The bolt 70 is normally centered in the bearing 71 by means of a pin 73 fixed in the bolt and sliding in an elongated eye slot, the said pin `being normally -held in the center of the slot by a double leaf spring 74. This locking device operates as follows: When the bell-crankl lever 283 is operated the cam surface 76 on the lower arm4 thereof strikes the bolt 70 and pushes fit -farther across the path of the lower member of the bellcrank 273and beyond the control of the cam 75 thereon, thus holding the bell-crank 273 in its inoperative position so long as the lever 283 is held down. The reverse operation takes place when 'the bell-'crank 273 is operated Iirst. It will be noted that this device not only prevents'one'of the Right and Left signals from being operated subsequently to the other and before the other has been restored, but also prevents their simultaneous operation.

The means for automatically operating the Right and Left signals of the tail lamp is shown in detail in Fig. 11. It comprises the bell-crank levers 702 and 7 03 pivoted at 706 and 707 adapted to be operated by a cam ring 700 concentrically mounted on the steering column or shaft 701 and rigidly connected thereto so as to revolve therewith. The upper members yof the bell-cranks are provided with anti-friction rollers 704 and 705 while the lower members are connected at 708 and 709 to the rods 784 and 774 of the Right and Left signals, respectively. The cam surfaces 710, 711 are so formed and positioned in relation to the rollers that the roller 704 will rise immediately when the shaft 7 01 is revolved in the direction of the arrow whilevthe roller 705 remains in the position Shown during such part of the revolution as is determined by the length of the straight portion of the cam 711 on which-it now rests and upon a reverse direction of rotation of the shaft 7 01, the roller 705 is immediately moved downward while 704 remains in the position shown during a part of the revolution as determined by the length of the straight portion of the cam 10 on which it now rests. The operation of this device is a follows: When the operator of the automobile turns the steering wheel to the right, the shaft 7 01 rotates in the direction of the arrow, and as before described, causes the roller 704 to rise which "rocks the bell-crank 702 so as to pull on the rod 784, whereby the Right signal isL- actuated as4 hereinbefore described, the bell-crank' 7.03.- remaining. stationary.

. Similarly whenvthe steering wheel is cartion to the whole system in Figs. 1 and 2.`

Referring to Figs. V14 and r15, the Right and Leftcontrol to e pieces 582 and 572 respectively are mounted on the tread 403 of the clutch pedal 400 so as to pro/ject beyond the plane ofthe tread in such manner as to be readily operated without the operator removing his vfoot'from the tread `of the clutch pedal. The toe piece 582 is formed on the end cfa lever 289 pivoteo at 580 in the bearingv 581. VMotion is transe mittedtfrom thelever 289 by way of rod 288,

bell-crank 287, rod 286, bell-crank285, rod 284 and crank rod 484 (Figs. 1 and 2') to the operating rod 284 of the Right signal which operates the same as before described. The toe piece 572 (Figs. 14 and 15) is formed on the free end of the lever 279 which is pivoted at 570 in the bearings 571. Motion is transmitted from the lever 279 by way ofrod 278, bell-crank 277 'rod 276, bellcrank'27 5, `rod 274 and crank rod 474 (Figs. 1` and 2) to the operating rod 274 of the Left signal which operates the same as before described. Suitable lost motion is provided intermediate the foot control and the automatic control in order that none will work independently of the other without straining the parts.

In Figs. 16 and 17 I have shown the automatic means for operating the traiiic' signals Slow and Halt of the tail lamp 2. t consists of a pair of levers 353, 354 rigidly connected t0 the shaft35 and staggered in relation to each other as shown in Fig. 17. The shaft 35 is connected to the. governor rod 600 by means of the crank arm 350 pin 603 and the bifurcated member 602, whereby the shaft35 is caused to gradually rotate in the direction of the arrow asthe automobile increases its speed from' zero to maximum. When the automobile is standing still, the parts are inthe position shown, that is with therod 264 held back in its operative position by engagement of the arm 354 with the collar 356, which collar is rigidlyV connected to the rod 264,v whereby the Halt signal is held open, or so that the letter H is revealed. -The letter H being whiteon a red ground thus gives a arrow, passes the collar 355 which is rigidly connected to the rod 294, said collar being beveled on one side so as to be pushed upward by the cam 394 in the crotch of the fork 353 as the forli passes'thereunder withl out straining the working parts of the governor.` When the automobile again slows down, shaft 35 is rotated in the opposite direction of the arrow, carrying the arm 353 Jinto'the ,position shown, rduring which movement of the arm 353 the Hat portion 359 of the cam engages the collar 355 which vpulls the rod 294, thereby operating the Slow signal in the lamp 2. The Slow signal remains displayed until just before the automobile comes to a standstill, when the shaft 35 reaches theextreme position as shown 4and in so doing rotates the arm 353 and cam 359 out of engagement with the collar 355, releasing the rod 294: and rotating the arm 354 into engagement with the collar 356 which pulls on the rod 264.- thus restoring the Slow signal and revealing the Halt signal. Further automatic control of the Halt signal is obtained by connecting the rod 264 through a suitable lost motion link 358 to the lug 502 of the brake pedal 5, Figs. 1, 12 and 13, in such manner that upon operation of the brake, the rod 264 is pulled, which operates the Halt signal in the same manner as before described. In addition to the automatic control of the Slow signal, I provide an auxiliary foot control on Ithe brake pedal 5, which s shown in detail in Figs. 12 and 13 and comprises a lever 299 operated by a toe piece 592. Motion is transmitted from the lever 299 by Way of the rod 298, bell-crank 297, rod 296, and bell-crank 295 torod 294. Suitable lost motion such as that shown at 357 in Fig. 16 is placed intermediate said foot control and the automatic control so that either control may be operated independently of the other. In order that the foot control just described may be used Without interfering with the usual foot control of the throttle and mufiler cut-out?,I I mount such control onthe brake pedal in the following novel,l manner: The throttle toe piece 800 is formed at the end of a lever 801 pivoted at 802 in the bearings 803. -Motion is transmitted from the lever 801 by way of rodl 804, bell-crank 805, rod 806 and bell-crank 807 to the usual throttle-control rod 808. The throttle-control rod 808 is adapted to operate the throttle valve by means of the arm 809, pin 810, and elongated eye 811 and spring 812. The spring 812 bears against the pin 810 at one end and at the other against an abutment pin 813, the tension of spring 812 being such as to'- operate the throttle valve without further compression unless said valve is held open by the usual hand control. Y`In such case the spring 812 is vcompressed when the rod 808 is pulled so as to permit the pin 810 to slide in the elongated eye 811 Without moving the arm '809.4 Afurtherv .advantage of this method of throttle control is that when the brake is applied, the throttle is automatically closed by virtue of the bell-crank 807 being connected on the brake pedal and at a point in such relation to the center of rotation of the pedal and the throttle lever 809, that `said bell-crank 807 will be moved bodily l in such direction and to such an extent as to close the throttle regardless of the position of the toe piece 800 in relation to thek pedal. It is thus seen that even though the operator should become confused in such an emergency as requires a sudden stop and press down on the throttle control 800 so "as to operate it beyond its limit of movement, the brake would be operated, and in so operating would automatically close the trols the muier cut-out over the followingl system of transmission: Motion is transmitted from the toe piece 900 by Way of pivot 902, rod 903, bell-crank 90.4', rod 905, bell-crank 906, rod 907 (see Figs. 1 and 2), crank arm 908, counter shaft 909, and arm 910 which operates to push downward upon the usual muffler cut-out device 911, Figs. 1 and 2.

It is to be particularly noted that by omitting the governor entirely, and directly connecting the rod 608, manual control of the front light is possible. I do not Wish therefore to be limited to the automatic control.

It is to be understood that the illustration and description furnished herein are definitive and not restrictive, that is to say I am aware that many changes and modifications may be made without departing from the spirit of my invention, and all such changes and modifications are contemplated and reserved which fall fairly Within the scope of the appendedclaims. Y

-The arrangement of' lights and signals herein described constitutes a system, land it is to be noted that signals described as applied to the rear of the car can also be used on the front, and viceversa. For example, it is part of my invention to place the Right and Left signals on the front of the vehicle so that those toward Whom the vehicle is moving will be informed of the intentions of its driver. I have shown and described the rear signals as covered lwith shutters Which lift through an angle of 90 to expose the signals. The front signals may advantageously be combined with the front or side lights, so that each side light Would have 'above or below it a signal disk and lamp normally covered by a shutter. This disk or lamp may be of a distinctive color, suchl as green or red, and the shutter arranged so that it will turn through 180 so as to expose the signal and at the same time` cover the side light. ,Thus the driver can indicate to those ahead, either by 'a manual control or by the same automatic control hereinbefore described for the rear be arranged if desired to show at the front instead of at the rear.

Many other changes will occur to those skilled in the art, and the specification is to be read so as to include them.

Having thus described my invention what 13o I claim and desire to secure by Letters Patent is: c

1.' In a signaling system for a motor vehicle, front and rear signals, automatic means for controlling the same in a given sequence, and manual means for controlling the same collectively.

2. In a motor vehicle, a signal system comprising a Halt signal at the rear of the vehicle, a speed governor connected with the movable part of the vehicle and controlling said signal anda brake levercommonly connected to manually operate said signal and a brake.

3. In a motor vehicle, a Slow signal, to-

` gether with an indicator of the speed of the vehicle and a brake lever, both said indicator and lever havingcommon operative connection with said signal.

4. 'In a motor vehicle, a Signal system comprising-a Slow signal, a brake lever, a

signal control lever' carried by the brake lever, and operable independently thereof,

an indicator of the speed of the vehicle, and

operating connections between said control lever, indicator yand signal -whereby said signal is operated commonly by either said control lever'or said indicator.

5. In amotor vehiole,asignal system comprising Slow and Halt signals, a speed governor commonly operating said Slow and Halt signals, and a brake lever also having Operative connections with said Slow and Halt Signals.

In testimony whereof I affix my signature in presence of two Witnesses.

VILLIAMS GRANT MILLIGAN.

Witnesses:

I. MENTOR CALDWELL LINDEN D. MILLIGAN. 

